Pneumatic tire

Abstract: The radius of curvature of the end portion of the block of a tire at the equatorial plane side of the tire is the same as the radius of the tire thereat. On the other hand, the radius of curvature of the end portion of the block at the shoulder side is smaller than the radius of the tire thereat, and the point which protrudes furthest is between the center and the trailing edge portion of the block 16. The shape of the radially outward surface of the block protrudes further toward the shoulder side end portion, which is an area in which the wear of the leading edge portion progresses furthest. The ground contact pressure at the shoulder side becomes even lower. Accordingly, the leading edge portion can smoothly slide against the road surface. As a result, the progress of the wear from the leading edge portion is promoted, and the effect of preventing the heel-and-toe wear becomes higher.

Description: The present invention relates to a pneumatic tire having a block pattern, and in particular to a pneumatic tire having a good effect of preventing heel-and-toe wear. In a pneumatic tire having a block pattern, given that the radius of curvature of the block having a cross section, in which the block surface is orthogonal to a rotational axis of the tire, is equal to the radius of the outer circumference of the tire, the ground contact pressure of a leading edge portion and the ground contact pressure of a trailing edge portion are the same until wear occurs. When the wear occurs at a trailing edge portion of the block, the ground contact pressures become different as shown in Fig. 10 of the accompanying drawings. As a result, irregular wear called heel-and-toe wear occurs. When the heel-and-toe wear occurs, not only is the outer appearance of the tire deteriorated but also the gripping ability of the tire is reduced. In order to prevent the heel-and-toe wear, it has been proposed in Japanese Utility Model Application Laid-Open No. 60-105208 that the leading edge portion side of the block is formed so as to smoothly slide against the road surface and the wear of the leading edge portion side is promoted so as to delay the occurrence of the heel-and-toe wear. However, depending on circumstances, there is a drawback in that the irregular wear progresses even further. The heel-and-toe wear usually progresses as illustrated in Fig. 11 of the accompanying drawings. The amount of wear is smaller toward the leading edge portion and larger toward the trailing edge portion. In order to prevent the heel-and-toe wear, it suffices if the wear is made small at the trailing edge portion and if the wear is made large at the leading edge portion. On the basis of this idea, as illustrated in Figs. 6 and 12 thereof, Japanese Patent Application Laid-Open No. 6-166304 proposes a pneumatic tire in which the outer contour of the block, which has a cross section orthogonal to the rotational axis of the tire, is formed in the shape of an arc so that the outer contour of the block is smaller than the contour of the outer diameter of the tire. By promoting the wear of the leading edge portion, the occurrence of heel-and-toe wear can be delayed. However, a drawback arises in that the effect of promoting the wear of the leading edge portion side may be small depending on the shape of the block surface. In addition, when the wear progresses to the period between the intermediate stages and final stages of wear, even if the block has the above-described shape, the wear of the axially inner side of the trailing edge portion tends to gradually become larger than the wear of the axially outer side thereof, when viewing the block in the axial direction of the tire. In view of the primary purpose of effectively preventing the heel-and-toe wear throughout the life of the wear, it cannot have been said that the pneumatic tire was satisfactory. Having regard to the above, the present invention aims to provide a pneumatic tire which can maintain a higher heel-and-toe wear resistant performance. The present invention in a first aspect provides a pneumatic tire in which a pair of side walls and a cylindrical tread, which extends over the side walls, are connected in a toroidal shape, and in at least one of the regions from the position of the equatorial plane of the tread to the tread ends, the tread includes blocks which are segmented by at least two circumferential direction groove and a plurality of lug grooves, which intersect the circumferential direction groove and open at the tread ends, characterized in that: an outer surface of the block is formed so that a radius of curvature of the block in the circumferential direction of the tire at the axially outer side of the block is smaller than a radius of curvature of the block in the circumferential direction of the tire at the axially inner side of the block, and the radius of curvature of the block in the circumferential direction of the tire at the axially outer side of the block is smaller than a radius of the tire at the axially outer side of the block. In the pneumatic tire of the first aspect, with respect to the block segmented by the circumferential direction grooves, which are located at the tread, and by the plurality of lug grooves, which intersect the circumferential direction groove and open at the tread ends, the radius of curvature of the block in the circumferential direction of the tire is basically smaller than the radius of the outer circumference of the tire. Accordingly, a difference is provided in advance at the leading edge portion of the block so that the leading edge portion smoothly slides against the road surface similarly to the trailing edge portion. The outer surface of the block is formed so that the radius of curvature in the circumferential direction of the tire of the block at the axially outer side is smaller than the radius of curvature thereof at the equatorial plane (axially inner) side. In addition, at the axially outer side, the radius of curvature in the circumferential direction of the tire of the block is smaller than the radius of the tire. Therefore, during the running of a vehicle, the ground contact pressure of the block at the equatorial plane side becomes relatively high so that sliding of the portion at the equatorial plane side becomes harder. As a result, the wear of the block at the equatorial plane side is effectively prevented. Whatever the shape of the block, the wear of the entire block can be well balanced from the intermediate stages to the final stages of wear. The invention in a second aspect provides a pneumatic tire in which a pair of side walls and a cylindrical tread, which extends over the side walls, are connected in a toroidal shape, and in at least one of the regions from the position of the equatorial plane of the tread to the tread ends, the tread includes blocks which are segmented by at least one circumferential direction groove and a plurality of lug grooves, which intersect the circumferential direction groove and open at the tread ends, characterized in that: the block comprises a first zone, which is located at the axially inner side of the block, and a second zone, which is located at the axially outer side of the block, the second zone includes an outer surface whose radius of curvature in the circumferential direction of the tire gradually decreases toward the axially outer side from the radius of curvature of the outer surface of said first zone in the circumferential direction of the tire. In the pneumatic tire of the second aspect, with respect to the block segmented by the circumferential direction groove, which is located at the tread, and by the plurality of lug grooves, which intersect the circumferential direction groove and open at the tread ends, the radius of curvature of the block in the circumferential direction of the tire is basically smaller than the radius of outer circumference of the tire. Accordingly, a difference is provided in advance at the leading edge portion of the block so that the leading edge portion smoothly slides against the road surface similarly to the trailing edge portion. The block is formed by the first zone, which is located at the axially inner side, and the second zone, which is located at the axially outer side and which includes an outer surface. The above-described radius of curvature of the block gradually decreases from the radius of curvature of the outer surface of the first zone toward the axial direction outer side. Therefore, during the running of a vehicle, the ground contact pressure of the first zone becomes relatively high so that sliding of the first zone becomes harder. As a result, the wear of the block at the first zone is effectively prevented. Whatever that shape of the block, the wear of the entire block can be well balanced from the intermediate stages to the final stages of wear. In the pneumatic tire of the above-described first and the second aspects, when viewing the block in the cross section orthogonal to the axis, the radius of curvature may not be the same provided that the outer surface of the block is similar to the shape of an arc, which has the predetermined radius R 0 of curvature in the circumferential direction of the tire. Moreover, in the pneumatic tire of the first and the second aspects, it is preferred that the convex portion (the top portion) at the axially outer side is located at the block between the circumferential direction central portion and the trailing edge portion. Furthermore, in the pneumatic tire of the second and third aspects, the central portion of the outer surface of said block in the circumferential direction substantially corresponds to the outer circumferential contour of the tire at the respective positions along the axial direction of the tire. The invention in a third aspect provides a pneumatic tire in which a pair of side walls and a cylindrical tread, which extends over the side walls, are connected in a toroidal shape, and in at least one of the regions from the position of the equatorial plane of the tread to the tread ends, the tread includes blocks which are segmented by at least one circumferential direction groove and a plurality of lug grooves, which intersect the circumferential direction groove and open at the tread ends, characterized in that: the radius of curvature in the circumferential direction of the tire at the shoulder side edge portion of the block having the circumferential direction contour line of the block of the imaginary tread is r; the radius of the outer circumference of the tire at the shoulder side edge portion is r T ; the length of the block of the tread in the circumferential direction of the tire at the shoulder side edge portion is L; the distance from the rotational axis of the tire to the bottom of the lug groove, which is located at the circumferential direction side of the tire at the shoulder side edge portion, is r B ; the length of the block of the tread in the circumferential direction of the tire between a circumferential direction end "A" of the block of the tread at the leading edge side of the shoulder side edge portion and a point "B" at which the block protrudes furthest in a radially outward direction of the tire is aL ("a" denotes a ratio between, on the one hand, the length "L" of the block at the shoulder side edge portion, and on the other hand, the length "aL" between the circumferential direction end "A" of the block of the tread at the leading edge side of and the point "B", wherein the length "L" of the block in the circumferential direction of the tire is 1, and 0.5 ≦ a ≦ 1.0.); the angle which is defined by the circumferential direction end "A" of the block of the tread at the leading edge side and the point "B" when viewed from the rotational axis of the tire is  (=aL/r T : wherein radians are used for the unit of the angle); the height of the circumferential direction end "A" of the block of the tread at the leading edge side which is measured from the bottom of the lug groove is T 1 ; the height of the point "B" which is measured from the bottom of the lug groove is T 2 ; the ratio of the height T 1 of the circumferential direction end A of the block of the tread at the leading edge side to the height T 2 of the point B, i.e., T 1 /T 2 = X , is expressed in the following formula (1); in a region between, on the one hand, the circumferential direction contour line of the block of the imaginary tread which passes through the circumferential direction end "A" of the block of the tread at the leading edge side and the point "B" when the value of "X" is 0.6, and on the other hand, the circumferential direction contour line of the block of the imaginary tread which passes through the circumferential direction end "A" of the block of the tread at the leading edge side and the point "B" when the value of "X" is 0.95, the surface contour of the block of the actual tread at the shoulder side edge portion is formed in a smooth curve which is convex; the radius R 0 of curvature, in the circumferential direction of the tire, of the surface contour of the block of the actual tread at an equatorial plane side edge portion of the tire substantially corresponds to the radius R T of the outer circumferential contour of the tire at the equatorial plane side edge portion of the tire; and the surface of the block of the tread smoothly connects the equatorial plane side edge portion of the tire and the shoulder side edge portion. X = (r T - r)cos + r 2 cos 2  - (r T 2 - 2r T r)sin 2  - r B r T - r B The above formula (1) is obtained as follows. As shown in Fig. 2, the straight line which connects the rotational axis O of the tire and the point B, in which the block protrudes furthest in the radially outward direction of the tire, is an axis x. The radius of curvature of the contour line of the block of the tread in the circumferential direction of the tire (the radius r of curvature of the block in the circumferential direction of the tire) is expressed in the following formula (2). The straight line which passes through the rotational axis of the tire and the circumferential direction end A of the block of the tread at the leading edge side is expressed in the following formula (3). The nodal point, i.e. the position of the circumferential direction end A of the block of the tread at the leading edge side can be obtained from the following formulae (2) and (3). Next, T 1 , T 2 , and the ratio between T 1 and T 2 , i.e. X are obtained. {x-(r T -r)} 2 +y 2 =r 2 y = x tan By substituting the formula (2) for the formula (3), x 2 (1+tan 2 )-2(r T -r)x+(r T 2 -2r T r)=0 ∴ X 2 cos 2  -2 (r T -r) X+ (r T 2 -2r T r) = 0 ∴ X= (r T - r)± (r T - r) 2 - r T 2 - 2r T r cos 2  1 cos 2  = (r T -r) cos 2 ±cos cos 2  (r T -r) 2 - (r T 2 -2r T r) Here, OA = X cos Therefore, OA = (r T -r) cos+ cos 2  (r T -r) 2 - (r T 2 -2r T r) = (r T -r) cos+ r 2 cos 2 -(r T 2 -2r T r) sin 2  Since OA = r B + T 1 , T 1 = (r T -r) cos+ r 2 cos 2 -(r T 2 -2r T r) sin 2  - r 0 Since T 2 = r T -r B , T 1 T 2 =X= (r T - r)cos + r 2 cos 2  - (r T 2 - 2r T r)sin 2  - r B r T - r B In the pneumatic tire of the third aspect, except the equatorial plane side edge portion of the tire, the portion at which the block protrudes furthest in the radially outward direction of the tire (the portion which passes through the points A, B and C at the shoulder side edge portion) is located at the block between the circumferential direction central portion of the tire and the trailing edge portion. Therefore, the ground contact pressure from the period when the tire is new to the period when the tire is in the initial stages of wear becomes maximum at the block between the circumferential direction central portion and the trailing edge portion, if the equatorial plane side edge portion of the tire is excluded. Accordingly, when the pneumatic tire is rotated, the leading edge portion side, whose height is low and whose ground contact pressure is low, of the block slides against the road surface more than the circumferential direction central portion and the trailing edge portion. The speed in which the wear progresses at the leading edge portion side of the block thereby becomes quicker. The progress of the heel-and-toe wear after the initial stages of wear can be delayed. However, this effect varies in accordance with the shape of the protrusion of the block surface. In order to cause more wear at the leading edge portion, regardless of the shape of the protrusion, the shape of the radially outward surface of the block protrudes further toward the shoulder edge portion, at which the wear of the leading edge portion progresses furthest. The portion of the block which is nearest to the equatorial plane side of the tire is formed in the shape of a circumferential direction, which runs along the arc of the normal tire. Accordingly, while the ground contact pressure at the equatorial plane side, which is the leading edge portion, becomes higher, the ground contact pressure at the shoulder side becomes even lower. The progress of wear from the leading edge portion can be promoted and substantial prevention of the heel-and-toe wear becomes possible. As described hereinbefore, because the pneumatic tire of the present invention is structured as above, the present invention achieves a superior effect in that higher heel-and-toe resistant performance can be maintained until the final stages of wear. In particular, the heel-and-toe wear, which easily occurs at the shoulder block of the tread, can be effectively prevented. The invention will be further described, by way of example only, with reference to the accompanying drawings, in which: Fig. 1 is a perspective view of a block of a pneumatic tire relating to a first embodiment of the present invention; Fig. 2 is a cross-sectional view, of the block orthogonal to an axis of the tire, which illustrates dimensions of the pneumatic tire relating to the present embodiment; Fig. 3 shows contour lines of the block of the pneumatic tire relating to the first embodiment of the present invention; Fig. 4 is a graph which illustrates changes in the ground contact pressure of the block of the pneumatic tire relating to the first embodiment of the present invention; Fig. 5 is a cross-sectional view, of the shoulder side of the block orthogonal to the axis of the tire, which illustrates progress of the wear of the block shown in Fig. 1; Fig. 6 is a perspective view of a block of a comparative example; Fig. 7 is a perspective view of a block whose height is kept constant; Fig. 8 is a cross-sectional view of a block orthogonal to an axis of the tire relating to another embodiment of the present invention; Fig. 9 is a cross-sectional view, of the shoulder side of the block orthogonal to the axis of the tire, which illustrates progress of the wear of the block shown in Fig. 8; Fig. 10 is a graph which illustrates changes in the ground contact pressure of the respective regions of a block whose height is kept constant; Fig. 11 is a cross-sectional view which illustrates irregular wear of block whose height is kept constant; Fig. 12 shows contour lines of the block illustrated in Fig. 6; Fig. 13 is a plan view of a tread of the pneumatic tire relating to a second embodiment of the present invention; and Fig. 14 is an enlarged perspective view of the block shown in Fig. 13. A pneumatic tire relating to a first embodiment of the present invention will be described in accordance with Figs. 1 through 5. As shown in Figs. 1 and 2, a tread 12 of a pneumatic tire 10 includes a plurality of blocks 16 divided by circumferential direction grooves (unillustrated) and lug grooves 14 so as to form a so-called block pattern. Because the internal structure of the pneumatic tire 10 of the present invention is conventional, description thereof is omitted. As shown in Fig. 1 (the direction of arrow S shows the direction of a shoulder, and the direction of arrow R shows the rotation direction of the tire), when the tire is new, the surface contour of the block 16 of the tread, which block has a cross section orthogonal to a rotational axis of the tire (unillustrated), differs along the rotational axis of the tire. The following terms are expressed in the formula (11). As shown in Figs. 1 and 2, the radius of curvature in the circumferential direction of the tire at the shoulder side edge portion (the edge portion in the direction of arrow S in Fig. 1) of the block 16 having the circumferential direction contour line of the block of the imaginary tread is r; the radius of the outer circumference of the tire at the shoulder side edge portion is r T ; the length of the block of the tread in the circumferential direction of the tire at the shoulder side edge portion is L; the distance from the rotational axis of the tire to the bottom of the lug groove 14, which is located at the circumferential direction side of the tire at the shoulder side edge portion of the block, is r B ; the length of the block of the tread in the circumferential direction of the tire between a circumferential direction end "A" of the block of the tread at the leading edge side (the side in the direction of arrow R) of the shoulder side edge portion and a point "B" at which the block 16 protrudes furthest in a radially outward direction of the tire is aL ("a" denotes a ratio between, on the one hand, the length "L" of the block 16, and on the other hand, the length "aL" between the circumferential direction end "A" of the block of the tread at the leading edge side and the point "B", wherein the length "L" of the block 16 in the circumferential direction of the tire is 1, and 0.5 ≦ a ≦ 1.0.); the angle which is defined by the circumferential direction end "A" of the block of the tread at the leading edge side and the point "B" when viewed from the rotational axis of the tire is  (=aL/r T : wherein radians are used for the unit of the angle); the height of the circumferential direction end "A" of the block of the tread at the leading edge side which is measured from the bottom of the lug groove 14 is T 1 ; the height of the point "B" which is measured from the bottom of the lug groove 14 is T 2 ; and the ratio of the height T 1 to the height T 2 , T 1 /T 2 = X . The surface contour of the block 16 of the actual tread at the shoulder side edge portion is formed in a smooth curve which is convex. The surface contour is in a region between, on the one hand, the circumferential direction contour line of the block of the imaginary tread in which the radius of curvature, which passes through the circumferential direction end "A" and the point "B", of the block in the circumferential direction of the tire is r min when the value of "X" is 0.6, and on the other hand, the circumferential direction contour line of the block of the imaginary tread in which the radius of curvature, which passes through the circumferential direction end "A" and the point "B", of the block in the circumferential direction of the tire is r max when the value of "X" is 0.95. As illustrated in Fig. 1, the surface contour of the block 16 of the actual tread at an equatorial plane side edge portion (the edge portion in the direction opposite to the direction of arrow S) of the tire is formed in the shape of an arc. The radius R 0 of curvature of the block in the circumferential direction of the tire substantially corresponds to the radius R T (> r T ) of the outer circumferential contour of the tire at the equatorial plane side edge portion of the tire. Moreover, the surface of the block 16 of the actual tread is smoothly connected between the equatorial plane side edge portion of the tire and the shoulder side edge portion. X = (r T - r)cos + r 2 cos 2  - (r T 2 - 2r T r)sin 2  - r B r T - r B In the present embodiment, the length L of the block 16 is 50 mm, the length aL thereof is 25 mm, and a width W thereof in the direction of the rotational axis of the tire is 35 mm. The contour of the block surface of the actual tread at the shoulder side edge portion is formed into the shape of a single arc which is convex. There, the height T 1 of the block 16 is 16.6 mm and the height T 2 thereof is 17.6 mm so that X (=T 1 /T 2 ) is 0.943. The height T 3 of the block 16 at a trailing edge portion C is 16.6 mm. The height T 4 thereof at the equatorial plane side edge portion of the tire is 17.6 mm. Next, operation of the present embodiment will be described. As illustrated in Fig. 1, when the tire is new, the radius of curvature of the block 16 surface of the actual tread substantially corresponds to the radius R T of the outer circumferential contour of the tire at the equatorial plane side edge portion of the tire, and the radius of curvature of the block surface of the tread gradually decreases toward the shoulder side. Accordingly, when the tire is new, the block 16 surface of the actual tread is contoured as shown in Fig. 3. Further, in the present embodiment, except the equatorial plane side edge portion of the tire, the portion at which the block 16 protrudes furthest in the radially outward direction of the tire (the portion which passes through the points A, B and C at the shoulder side edge portion) is located at the block 16 in the circumferential direction central portion of the tire. Therefore, the ground contact pressure from the period when the tire is new to the period when the tire is in the initial stages of wear becomes maximum at the circumferential direction central portion of the block 16 if the equatorial plane side edge portion of the tire is excluded (see Fig. 4). Accordingly, when the pneumatic tire 10 is rotated, the leading edge portion side, whose height is low and whose ground contact pressure is low, of the block 16 slides against the road surface more than the circumferential direction central portion of the block 16. The speed with which the wear progresses at the leading edge portion side of the block 16 thereby becomes quicker. The progress of the heel-and-toe wear after the initial stages of wear can be delayed (see Fig. 5). The height of the block 16 at the equatorial plane side edge portion is constant. Accordingly, the ground contact pressure is higher at the leading edge portion at the equatorial plane side of the tire than at the leading edge portion at the side opposite to the equatorial plane side thereof. The wear at the leading edge portion, which delays the heel-and-toe wear, progresses from the side opposite to the equatorial plane side of the tire. Accordingly, when the ground contact pressure at the side opposite to the equatorial plane side is reduced, the amount of sliding thereof increases. Thus, progress of the wear from the leading edge portion is promoted and the heel-and-toe wear is prevented. When the value of X exceeds 0.95, the block of the pneumatic tire of the present invention is the same as the block of the conventional pneumatic tire (the radius of outer circumference of the tire is equal to the radius of curvature of the block surface). Consequently, the effect of delaying the progress of the heel-and-toe wear may not be obtained. When the value of X is less than 0.6, the ground contact pressure at the trailing edge portion side becomes extremely low so that the trailing edge portion slides against the road surface more smoothly. Accordingly, the heel-and-toe wear progresses rapidly from the initial stages. Experimental Example 1 A pneumatic tire relating to the present invention, a pneumatic tire relating to a comparative example, and a pneumatic tire relating to a conventional example were manufactured on an experimental basis, and the heel-and-toe wear resistant performances of the respective tires were tested using actual vehicles. The pneumatic tire relating to the present invention is the tire having a block, which has the previously-mentioned shape shown in Fig. 1. As shown in Fig. 6, the pneumatic tire relating to the comparative example is a tire having a block 20 in which the shape of the radially outward surface thereof is the same from the shoulder side edge portion to the equatorial plane side edge portion of the tire. Alternatively, as shown in Fig. 7, the pneumatic tire relating to the conventional example is a tire having a block 22 whose height is kept constant (17.6 mm). In all of the experimental tires, the size was 11R22.5 and the internal pressure was 8.5 kg/cm 2 . An experiment regarding the heel-and-toe wear resistant performance was effected in which the experimental pneumatic tires were mounted on the front wheels of actual vehicles (2D4) which were driven 20,000 km, and thereafter the volume of the rubber of the blocks which were lost due to the heel-and-toe wear (the hatched portion S in Fig. 11) was measured. The results of the experiment are expressed in Table 1 as an index wherein the amount of rubber lost in the conventional pneumatic tire is 100. The smaller the numerical value, the better the heel-and-toe wear resistant performance. INDEX OF VOLUME OF DIFFERENCE LOST DUE TO HEEL-AND-TOE WEAR TIRE OF CONVENTIONAL EXAMPLE 100 TIRE OF COMPARATIVE EXAMPLE 90 TIRE OF PRESENT INVENTION 70 From the above-listed results of the experiment, it is clear that the pneumatic tire of the present invention has a higher effect of preventing the heel-and-toe wear. In a case in which the pneumatic tire has a directional pattern, the heel-and-toe wear can be prevented more effectively by moving the point B, in which the block 16 protrudes furthest in the radially outward direction of the tire, toward the trailing edge portion C side. In addition, as shown in Fig. 8, the effect of preventing the heel-and-toe wear can be maximized by corresponding the point B to the trailing edge portion C at the shoulder side edge portion. Progress of the wear of the block 16 in Fig. 8 is illustrated in Fig. 9. In a case in which the point B, in which the block 16 protrudes furthest in the radially outward direction of the tire, is at the circumferential direction central portion of the tire, there is no need to consider both the mounting direction of the tire and the rotating direction of the tire. In the aforementioned embodiment, the outer contour of the block 16 at the cross section orthogonal to the rotational axis of the tire has a single curvature. However, the present invention is not limited to the same. The shape of the outer contour need not be limited provided that the curve is smoothly convex. The heel-and-toe wear easily occurs at the shoulder side of the block. Therefore, as far as the shoulder side of the block 16 is formed as shown in Fig. 1, the effect of preventing the heel-and-toe wear is sufficient. There is no need to form all of the blocks as shown in Fig. 1. A second embodiment of the pneumatic tire of the present invention will be described in accordance with Figs. 13 and 14. Structures similar to those of the first embodiment are designated by the same reference numerals, and descriptions thereof are omitted. Fig. 13 is a plan view of a tread of the tire relating to the present embodiment. Fig. 14 is an enlarged perspective view of the block shown in Fig. 13. As shown in Fig. 13, the tread 12 includes blocks 16, which are segmented by at least one circumferential direction groove 2 and a plurality of lug grooves 14, in at least one region over the position of equatorial plane 0 to the tread ends E. The lug grooves 14 intersect the circumferential direction grooves 2 and open at tread ends E. In the example shown in Fig. 13, as the circumferential direction grooves 2, there are a pair of straight shoulder grooves 2 1 , which are located at opposite sides at the left and the right sides of the equatorial plane 0, and a pair of straight intermediate grooves 2 2 , which are located between the pair of straight shoulder grooves and at opposite sides of the equatorial plane 0. The grooves 2 are disposed at substantially equal intervals. The lug grooves 14 are illustrated as grooves orthogonal to the above-described circumferential direction grooves 2. However, besides straight grooves, variant grooves such as zigzag or sinuous grooves can be used for the respective grooves. The lug grooves 14, in particular, can be provided so as to slantingly intersect the shoulder circumferential direction grooves 2 1 and/or the intermediate circumferential direction grooves 2 2 . In the present embodiment, although unillustrated, both of the side walls of the tire are formed in a toroidal shape between the tread ends E. In addition, as a reinforcing construction, a radial carcass formed by a fiber cord can be used. Also, a well-known structure, in which layers of a in-extendable belt are respectively disposed between the carcass and the tread 12 so as to strengthen the tire, can be used. In the present embodiment, the shoulder block 16 1 is interposed between the tread end E and the circumferential direction groove (the shoulder circumferential direction groove) 2 1 , which extends in the vicinity of the tread end E, and includes a first zone 5, which is disposed at the axially inner side, and a second zone 6, which is disposed at the axially outer side. The second zone 6 includes an outer surface 8 in which the radius r of curvature of the block in the circumferential direction of the tire gradually decreases from the radius R 1 or R 2 of curvature of an outer surface 7 of the first zone 5 in the circumferential direction of the tire to the axially outer side, i.e., the tread end E. Further, in accordance with Fig. 14 illustrated as a preferred example, descriptions are given of the radius R 1 or R 2 of curvature of the outer surface 7, which is surrounded by points G and I and end positions D and F, of the first zone 5 in the circumferential direction of the tire. The points G, I are the corners which face the straight shoulder groove 2 1 , and the end positions D, F are located on the boundary line j of the both zones 5 and 6. The radius R 1 or R 2 is respectively the same as the radius R T1 or R T2 of the outer clrcumferential contour of the tire at their positions. The outer surface 8 of the second zone 6 is surrounded by the points D, F, which are located on the boundary line j, and the circumferential direction end A of the block of the tread and the trailing edge C, which are located at the axially outer end. The outer surface 8 is formed by the radius r of curvature of the block in the circumferential direction of the tire which gradually decreases from the radius R 2 of curvature of the block in the circumferential direction of the tire located on the boundary line j to the axially outer side. In this case, it is preferable that the point B is included in the surface 9 of the imaginary curve extended from the outer surface 7 of the first zone 5. In the present embodiment, it is preferred that the value of ratio X is within a range of 0.6 to 0.95. As described in the example of the shoulder block 16 1 hereinbefore, it goes without saying that the aforementioned shape of the block can be also used for the intermediate block 16 2 . In addition, although the entire tread is formed by the blocks, as far as the purpose of the present invention is attained, the aforementioned shape of the block can be used for one side of the tread 12 from the equatorial plane 0. In order to confirm the effects of the tire of the present embodiment, radial tires having the size of 10.00R20 were used, and the heel-and-toe wear of the products of conventional, comparative and present examples was evaluated in a test using actual vehicles. In the test, the block pattern shown in Fig. 13 was used in common for the treads of the respective examples. In this case, the length L, the width W, and the height T 2 of the block were 50 mm, 35 mm, and 17.6 mm, respectively. For the product of the present embodiment, the shape of the block described above was used for the shoulder block 16 1 . In this case, the width w of the first zone 5 was 10 mm, the radius R 0 (R 1 , R 2 ) of curvature of the block in the circumferential direction of the tire is equal to the radius R T (R T1 , R T2 ) of the outer circumferential contour of the tire, and both the height T 1 of the circumferential direction end A and the height T 3 of the trailing edge C of the second zone 6 of the block of the tread were 15.6 mm. The point B was located at the circumferential direction central portion of the shoulder block 16 1 . For the comparative product, the shoulder block was formed in a semicylindrical shape in which the radius r of curvature of the block, in the circumferential direction of the tire, passes through the circumferential direction end A of the block of the tread, the point B, and the trailing edge C over the entire width W. In this case, the height T 1 was 15.6 mm. For the conventional product, the entire shoulder block was formed in the shape of the first zone 5 in the above-described product of the present embodiment. The test tires were mounted on the front wheels of respective vehicles (2D4), and driving tests were performed by truck drivers who mainly drove straight and at high speed. As the test conditions, the tires were attached to 7.5 x 20 rims and the internal pressure of the tires was 8.5kgf/cm 2 . After the respective vehicles were driven 20,000 km (20% of the life of the wear), the volume of the difference in wear at the extraordinarily worn portions of the shoulder block was respectively measured. The results show that the volume was 1,220 mm 3 (index was 100) for the conventional product and 732 mm 3 (index was 60) for the comparative example. Compared to these results, the volume was 695 mm 3 (index was 57) for the product of the present embodiment. The desirable result was thereby obtained.

Claims: A pneumatic tire (10) in which a pair of side walls and a cylindrical tread (12), which extends over the side walls, are connected in a toroidal shape, and in at least one of the regions from the position of the equatorial plane of said tread to the tread ends, said tread includes blocks (16) which are segmented by at least two circumferential direction groove (2) and a plurality of lug grooves (14), which intersect said circumferential direction groove and open at the tread ends, characterized in that: an outer surface of said block (16) is formed so that a radius of curvature (r) of the block in the circumferential direction of the tire at the axially outer side of the block is smaller than a radius of curvature (R) of the block in the circumferential direction of the tire at the axially inner side of the block, and said radius of curvature (r) of the block in the circumferential direction of the tire at the axially outer side of the block is smaller than a radius (r T ) of the tire at the axially outer side of the block. A pneumatic tire as claimed in claim 1, characterized in that the outer surface of said block smoothly connects the edge portion of said axially inner side of the block and the edge portion of said axially outer side of the block. A pneumatic tire as claimed in claim 1, characterized in that the edge portion of said axially inner side of the block has a radius of curvature which substantially corresponds to a radius of curvature (R T ) of the tread at that circumferential plane of the tire. A pneumatic tire as claimed in claim 2, characterized in that the radius of curvature of the outer surface gradually decreases from the edge portion of said axially inner side to the edge portion of said axially outer side. A pneumatic tire as claimed in claim 1, characterized in that the central portion of the outer surface of said block in the circumferential direction substantially corresponds to the outer circumferential contour of the tire at the respective positions along the axial direction of the tire. A pneumatic tire as claimed in claim 1, characterized in that: said block comprises a first zone, which is located at the axially inner side of the block, and a second zone, which is located at the axially outer side of the block, said second zone includes an outer surface whose radius of curvature in the circumferential direction of the tire gradually decreases toward the axially outer side from the radius of curvature of the outer surface of said first zone in the circumferential direction of the tire. A pneumatic tire as claimed in claim 6, characterized in that the radius of said first zone corresponds to the radius of the outer contour of the tire at the respective positions along the axial direction of the tire. A pneumatic tire as claimed in claim 6, characterized in that the central portion of the outer surface of said block in the circumferential direction substantially corresponds to the outer circumferential contour of the tire at the respective positions along the axial direction of the tire. A pneumatic tire as claimed in claim 6, characterized in that said block is located at the shoulder portion of said tire. A pneumatic tire as claimed in claim 1, characterized in that: that radius of curvature in the circumferential direction of the tire at the shoulder side edge portion of said block having the circumferential direction contour line of the block of the imaginary tread is r; the radius of the outer circumference of the tire at said shoulder side edge portion is r T ; the length of the block of the tread in the circumferential direction of the tire at said shoulder side edge portion is L; the distance from the rotational axis of the tire to the bottom of said lug groove, which is located at the circumferential direction side of the tire at said shoulder side edge portion, is r B ; the length of said block of the tread in the circumferential direction of the tire between a circumferential direction end "A" of the block of the tread at the leading edge side of said shoulder side edge portion and a point "B" at which said block protrudes furthest in a radially outward direction of the tire is aL ("a" denotes a ratio between, on the one hand, the length "L" of the block at said shoulder side edge portion, and on the other hand, the length "aL" between the circumferential direction end "A" of the block of the tread at said leading edge side of and said point "B", wherein the length "L" of the block in the circumferential direction of the tire is 1, and 0.5 ≦ a ≦ 1.0.); the angle which is defined by the circumferential direction end "A" of the block of the tread at said leading edge side and said point "B" when viewed from the rotational axis of the tire is  (=aL/r T : wherein radians are used for the unit of the angle); the height of the circumferential direction end "A" of the block of the tread at said leading edge side which is measured from the bottom of said lug groove is T 1 ; the height of said point "B" which is measured from the bottom of said lug groove is T 2 ; the ratio of the height T 1 of the circumferential direction end A of the block of the tread at said leading edge side to the height T 2 of said point B, i.e. T 1 /T 2 = X , is expressed in the following formula; X = (r T - r)cos + r 2 cos 2  - (r T 2 - 2r T r)sin 2  - r B r T - r B in a region between, on the one hand, the circumferential direction contour line of the block of the imaginary tread which passes through the circumferential direction end "A" of the block of the tread at said leading edge side and the point "B" when said value of "X" is 0.6, and on the other hand, the circumferential direction contour line of the block of the imaginary tread which passes through the circumferential direction end "A" of the block of the tread at said leading edge side and the point "B" when said value of "X" is 0.95, the surface contour of the block of the actual tread at said shoulder side edge portion is formed in a smooth curve which is convex; the radius R 0 of curvature, in the circumferential direction of the tire, of the surface contour of said block of the actual tread at an equatorial plane side edge portion of the tire substantially corresponds to the radius R T of the outer circumferential contour of the tire at said equatorial plane side edge portion of the tire; and the surface of said block of the tread smoothly connects said equatorial plane side edge portion of the tire and said shoulder side edge portion.

Inventors: MASAOKA KEN, MASAOKA, KEN
Applicants: BRIDGESTONE CORP, BRIDGESTONE CORPORATION
Application year: 1994
Main classification: B60C11
IPC codes: B60C11